Patent Application
20080065305
1 . . . rotor, 2 . . . pickup sensor, 100 . . . sensor unit, 110 . . . antenna, 120 . . . antenna changeover switch, 130 . . . rectifier circuit, 131,132 . . . diode, 133 . . . capacitor, 134 . . . resistive element, 140 . . . central processing section, 141 . . . CPU, 142 . . . D/A conversion circuit, 143 . . . storage section, 150 . . . detecting section, 151 . . . diode, 152 . . . A/D conversion circuit, 160 . . . transmitting section, 161 . . . oscillation circuit, 162 . . . modulation circuit, 163 . . . high frequency amplifying circuit, 170 . . . sensor section, 171 . . . acceleration sensor, 172 . . A/D conversion circuit, 173 . . . pressure sensor, 174 . . . A/D converter circuit, 200,200A,200B . . . monitor apparatus, 210 . . . radiation unit, 211 . . . antenna, 212 . . . transmitting section, 220 . . . wave receiving unit, 221 . . . antenna, 222 . . . detecting section, 230 . . . control section, 240 . . . arithmetic processing section, 250 . . . operating section, 260. . . converting section, 261 . . . F/V conversion circuit, 262 . . . voltage control oscillation circuit, 270 . . . determining section, 300 . . . tire, 301 . . . cap tread, 302 . . . under tread, 303A,303B . . . belt, 304 . . . carcass, 305 . . . tire main body, 306 . . . rim, 400 . . . tire house, 410 . . . engine, 411 . . . accelerator pedal, 412 . . . sub-throttle actuator, 413 . . . main throttle position sensor, 414 . . . sub- throttle position sensor, 500 . . . rotation mechanism section, 510 . . . axle, 520 . . . brake disk, 530 . . . wheel carrier, 600 . . . transfer, 601 . . . piston, 602 . . . multi-plate clutch, 603 . . . chain, 610 . . . front propeller shaft, 620 . . . rear propeller shaft, 630 . . . transmission, 640 . . . transfer actuator, 650 . . . front differential, 660 . . . rear differential, 700 . . . drive control unit, 10 . . . semiconductor acceleration sensor, 11 . . . pedestal, 12 . . . silicon substrate, 12a . . . wafer outer-circumferential frame section, 13 . . . diaphragm, 13a to 13d . . . diaphragm piece, 14 . . . thick film section, 15 . . . plumb bob, 18A,18B . . . support body, 181 . . . outer frame section, 182 . . . supporting column, 183 . . . beam section, 184 . . . protrusion section, 184a . . . protrusion- section end, 191 . . . electrode, 31A to 31C . . . voltage sensing unit, 32A to 32C . . . direct current power source, Rx1 to Rx4,Ry1 to Ry4,Rz1 to Rz4 . . . piezo resistive element (diffusion resistive element)
A traction control system according to an embodiment of the present invention will be described with reference to the drawings.
In the present embodiment, a tire state sensing apparatus of the present invention is constituted of the above described multiple sensor units 100 and monitor apparatuses 200.
As shown in
As shown in
The drive control unit 700, constituted of a control circuit provided with a known CPU, receives the sensing results outputted from the throttle position sensors 413 and 414 and the monitor apparatus 200 to thereby perform the drive control.
Specifically, the accelerator pedal 411 is pushed down to open the main throttle 415, whereby fuel is sent into the engine 410 to increase the output of the engine 410. Based on the sensing result of the main throttle position sensor 413 and the sensing result outputted from the monitor apparatus 200, the drive control unit 700 drives electrically the sub-throttle 416 and thereby performs an automatic control to prevent slips in the tire 300.
As shown in
In the present embodiment, the sensor unit 100 is secured to the brake disk 520. However, the position is not limited thereto; the sensor unit may be secured to a part such as the axle 510 or rotor (not shown) which is positioned in the body of rotation. For example, as shown in
The number of the sensor units 100 disposed in each rotation mechanism section 500 is not limited to one; two or more sensor units may be disposed to be used as an auxiliary or the like.
Specific examples of the electrical circuit of the sensor unit 100 include a circuit shown in
The antenna 100, used to communicate with the monitor apparatus 200 by use of radio wave, is adjusted to a predetermined frequency (a first frequency) of, for example, 2.4 GHz band.
The antenna changeover switch 120, constituted of, for example, an electric switch etc., performs under the control from the central processing section 140, the changeover between the connection of the antenna 110 to the rectifier circuit 130 and detecting section 150, and the connection of the antenna 110 to the transmitting section 160.
The rectifier circuit 130, constituted of diodes 131 and 132, capacitor 133 and resistor 134, constitutes a known full-wave rectifier circuit. The antenna 110 is connected to the input side of the rectifier circuit 130 via the antenna changeover switch 120. The rectifier circuit 130 rectifies a high-frequency current induced in the antenna 110, converts the resultant current to a direct current, and outputs this current as the drive electric power source for the central processing section 140, detecting section 150, transmitting section 160 and sensor section 170.
The central processing section 140 is constituted of a known CPU 141, digital/analog (hereinafter referred to as D/A) conversion circuit 142, and storage section 143.
The CPU 141 operates based on a program stored in a semiconductor memory of the storage section 143. When being supplied with electric energy to be driven, the CPU 141 generates digital data including the digital value being the sensing result of acceleration acquired from the sensor section 170 and later-described identification data, and transmits this digital data to the monitor apparatus 200. In the storage section 143, there is preliminarily stored the identification data specific to the sensor unit 100.
The storage section 143 is constituted of a ROM having stored therein the program for operating the CPU 141, and an electrically rewritable nonvolatile semiconductor memory such as EEPROM (electrically erasable programmable read-only memory). The above described identification data specific to each sensor unit 100 is preliminarily stored in a non-rewritable area within the storage section 143 during manufacture.
The detecting section 150 is constituted of a diode 151 and A/D converter 152; the anode of the diode 151 is connected to the antenna 110, and the cathode is connected to the CPU 141 of the central processing section 140 via the A/D converter 152. Accordingly, the radio wave received by the antenna 110 is detected by the detecting section 150, and at the same time a signal obtained by detecting the radio wave is converted to a digital signal to be supplied to the CPU 141.
The transmitting section 160, constituted of an oscillation circuit 161, modulation circuit 162 and high-frequency amplifying circuit 163, modulates in the modulation circuit 162, a carrier wave of a frequency of 2.45 GHz band generated by the oscillation circuit 161 composed of a known PLL circuit etc. based on a data signal received from the central processing section 140, and supplies as a high-frequency current of a frequency (a second frequency) of 2.45 GHz band, the resultant signal to the antenna 110 via the high-frequency amplifying circuit 163 and antenna changeover switch 120. In the present embodiment, the first frequency and second frequency are set to the same frequency. However, the first frequency may be different from the second frequency.
The sensor section 170 is constituted of an acceleration sensor 10 and A/D conversion circuit 171.
The acceleration sensor 10 is constituted of a semiconductor acceleration sensor as shown in
Referring to the drawings, reference numeral 10 denotes a semiconductor acceleration sensor which is constituted of a pedestal 11, silicon substrate 12 and support bodies 18A and 18B.
The pedestal 11 has a rectangular frame shape. On one opening surface of the pedestal 11, there is mounted the silicon substrate 12 (silicon wafer). In the outer-circumferential section of the pedestal 11, there is secured an outer frame section 181 of the support bodies 18A and 18B.
In the opening of the pedestal 11, there is disposed the silicon substrate 12; in the central part within the wafer outer-circumferential frame section 12a, there is formed a diaphragm 13 of thin film having a cross shape; on the upper surface of each of the diaphragm pieces 13a to 13d, there are formed piezo resistive elements (diffusion resistive elements) Rx1 to Rx4, Ry1 to Ry4, Rz1 to Rz4.
More specifically, of the diaphragm pieces 13a and 13b disposed in alignment, in one diaphragm piece 13a, there are formed the piezo resistive elements Rx1, Rx2, Rz1 and Rz2; in the other diaphragm piece 13b, there are formed the piezo resistive elements Rx3, Rx4, Rz3 and Rz4. Also, of the diaphragm pieces 13c and 13d disposed in alignment orthogonal to the diaphragm pieces 13a and 13b, in one diaphragm piece 13c, there are formed the piezo resistive elements Ry1 and Ry2; in the other diaphragm piece 13d, there are formed the piezo resistive elements Ry3 and Ry4. Further, these piezo resistive elements Rx1 to Rx4, Ry1 to Ry4, and Rz1 to Rz4 are connected as shown in
Further, on one face side of the central part of the diaphragm 13 in the crossing section of the diaphragm pieces 13a to 13d, there is formed a thick film section 14; on the surface of the thick film section 14, there is mounted a plumb bob 15 having a rectangular solid shape, made of, for example, glass.
Each of the above described support bodies 18A and 18B is constituted of an outer frame section 181 having a rectangular frame shape, four supporting columns 182 installed in the four corners of the fixed section, a beam section 183 having a cross shape disposed so as to join the apical ends of each supporting column, and a protrusion section 184 having a cone shape disposed in the central, crossing part of the beam section 183.
The outer frame section 181 is fit into the outer-circumferential section of the pedestal 11 to be secured, so that the protrusion section 184 is positioned in the other face side of the diaphragm 13, i.e., in the side where there is not the plumb bob 15. Here, a setting is made such that the end 184a of the protrusion section 184 is positioned at a distance Dl from the surface of the diaphragm 13 or plumb bob 15. The distance Dl is set to a value in which the displacement of each of the diaphragm pieces 13a to 13d can be limited by the protrusion section 184 so that the diaphragm pieces are not stretched excessively even when an acceleration is produced in a direction orthogonal to the face of the diaphragm 13 and a force of a predetermined value or more caused by the acceleration is exerted on both face sides of the diaphragm 13.
When the semiconductor acceleration sensor 10 having the above described configuration is used, three resistor bridge circuits are constructed as shown in
In a bridge circuit for sensing the acceleration in a direction of the Y axis, as shown in
In a bridge circuit for sensing the acceleration in a direction of the Z axis, as shown in
With the semiconductor acceleration sensor 10 having the above described configuration, when a force generated in association with acceleration applied to the sensor 10 is exerted on the plumb bob 15, distortions are produced in each of the diaphragm pieces 13a to 13d, whereby the values of the piezo resistive elements Rx1 to Rx4, Ry1 to Ry4 and Rz1 to Rz4 are varied. Accordingly, by forming the resistor bridge circuit with the piezo resistive elements Rx1 to Rx4, Ry1 to Ry4 and Rz1 to Rz4 disposed in each of the diaphragm pieces 13a to 13d, accelerations in the directions of the X axis, Y axis and Z axis orthogonal to each other can be sensed.
Further, as shown in
With the above described semiconductor acceleration sensor 10, as shown in
The A/D conversion circuit 171 converts an analog electrical signal outputted from the acceleration sensor 10 to a digital signal and outputs the digital signal to the CPU 141. The digital signal corresponds to the value of the above described accelerations in the directions of the X axis, Y axis and Z axis.
As the accelerations generated in the directions of the X axis, Y axis and Z axis, there are acceleration in a positive direction and acceleration in a negative direction. With the present embodiment, however, accelerations in both directions can be sensed.
Further, as described later, the number of rotations of a wheel can be determined from the acceleration in a direction of the X axis, and the running speed can be determined from the acceleration in a direction of the Z axis. It is also possible to calculate the number of rotations of a wheel per unit time in the central processing section 140 of the sensor unit 100 and transmit the digital value being the calculation result, included in the above described digital data.
With the present embodiment, as described above, a frequency of 2.45 GHz band is used as the first and second frequencies, whereby the effects of the belts 303A and 303B into which metal wire for reinforcing the tire 300 is weaved are reduced. Thus, even when the sensor unit 100 is secured to the rim 306, a stable communication is possible. In this way, in order to reduce the effects of metal within the tire, such as a metal wire for reinforcement, a frequency of 1 GHz or more is preferably used as the first and second frequencies.
It is also possible to embed the sensor unit 100 within the tire 300 during manufacture of the tire 300. Needless to say, in this case, IC chips and other constituent parts are designed so as to be able to bear sufficiently the heat during vulcanization.
As shown in
As shown in
The radiation unit 210, constituted of a transmitting section 212 and antenna 211 for radiating a radio wave of a predetermined frequency (the first frequency) of 2.45 GHz band, radiates a radio wave of the first frequency from the antenna 211 based on the instruction from the control section 230.
Examples of the transmitting section 212 include a configuration composed of the oscillation circuit 161, modulation circuit 162 and high frequency amplifying circuit 163 similarly to the transmitting section 160 of the sensor unit 100. Accordingly, a radio wave of 2.45 GHz is radiated from the antenna 211. The high-frequency power outputted from the transmitting section 212 is set approximately to a value which makes it possible to supply electric energy from the antenna 211 of the monitor apparatus 200 for radiating radio wave to the sensor unit 100. Accordingly, each monitor apparatus 200 can sense accelerations of each tire 300.
The wave receiving unit 220, constituted of a detecting section 222 and antenna 221 for receiving a radio wave of a predetermined frequency (the second frequency) of 2.45 GHz band, detects a radio wave of the second frequency received by the antenna 221 based on the instruction from the control section 230, converts a signal obtained by detecting the radio wave to a digital signal and outputs the digital signal to the arithmetic processing section 240. Examples of the detecting section 222 include a circuit similar to the detecting section 150 of the sensor unit 100.
When electric energy is supplied from the drive control unit 700 to initiate the operation of the control section 230, the control section 230 drives the transmitting section 212 to cause it to radiate a radio wave only during a predetermined time period t1, and then drives the detecting section 222 during a predetermined time period t2 to cause the detecting section 222 to output a digital signal to the arithmetic processing section 240. Based on the digital signal, the arithmetic processing section 240 calculates the acceleration and outputs it to the drive control unit 700. Subsequently, the control section 230 repeats the similar process.
In the present embodiment, the radiation time period t1 and reception time period t2 in the monitor apparatus 200 are set to 0.15 ms and 0.30 ms, respectively. In the present embodiment, a radio wave is radiated from the radiation unit 210 only during the time period t1, whereby a voltage of 3 V or more can be stored as electric energy sufficient to drive the sensor unit 100. Accordingly, the monitor apparatus 200 can receive a larger amount of digital data than the conventional art at an interval of 10 msec or less required for performing an analysis of motion of a vehicle to carry out a drive control as described later.
As shown in
The program of the CPU 141 is set such that when receiving from the monitor apparatus 200, a data request instruction including the self identification data, the sensor unit 100 senses each acceleration and transmits the sensing result as the digital data including the self identification data.
The monitor apparatus 200 is provided with a operating section 250 for preliminarily storing in the control section 230, the identification data of the sensor unit 100 disposed in each tire 300. The program of the control section 230 is set such that the data request instruction including the self identification data of the sensor unit 100 is transmitted at a predetermined order or at random during the drive operation to the sensor unit 100 of all the tires 300 disposed in the vehicle. In outputting the sensing result to the drive control unit 700, sensing position data representing the position of the rotation mechanism section 500 in the vehicle to which the sensing result corresponds, is outputted together with the sensing result.
With the above described configuration, the sensing results from all the sensor units 100 can be acquired by a single monitor apparatus 200.
In the drive control unit 700, there is stored distortion characteristic data preliminarily determined by measurement, such as experiments, representing the relationship between the amount of distortion of the tire 300 and the accelerations in the directions of the X axis, Y axis and Z axis acquired from the monitor apparatus 200. Further, based on the sensing result of the accelerations and the distortion characteristic data, the drive control unit 700 estimates the amount of distortion of each tire 300, and based on the estimated amount of distortion of the tire 300, controls the sub-throttle actuator 412 to drive the sub-throttle 416.
The measurement results of each acceleration sensed by the system having the above described configuration will now be described with reference to
Referring to
Referring to
The operation of the drive control unit 700 eliminating a slip based on the sensing results of each acceleration in the directions of the X axis, and Y axis and Z axis, and of the number of rotations per unit time for each rotation mechanism section 500 outputted from the monitor apparatus 200 will now be described with reference to
In the description of a rear-wheel-drive vehicle of
As shown in
Accordingly, the drive torque can be generated according to the friction force produced between the tire and road surface, thus eliminating the slip. Also, by performing a control in consideration of the sensing result of the main throttle position sensor 413, the drive control unit 700 can perform a highly accurate control. For example, the amount of pushing down the accelerator pedal 411 is taken into consideration; when the amount of pushing down the accelerator pedal 411 is large, the predetermined angle in S30 is made smaller than usual to close slowly the sub-throttle 416, thus preventing sudden acceleration.
In S30, the sub-throttle 416 is closed to reduce the drive torque. However, alternatively, fuel may be cut down, the brake may be controlled, or a combination thereof may be performed. Also, when the running speed based on the acceleration in a direction of the Z axis is used instead of the number of rotations and a slip is sensed from the difference of running speed between the driven wheel and non-driven wheel, a similar drive control can be performed.
As shown in
However, since a four-wheel-drive vehicle is driven by four wheels in the front and rear, and left and right sides, when the drive torque alone is reduced, the slip may not be eliminated. Thus the drive torque of the wheel which is slipping is distributed to the other wheels, thereby eliminating the slip to supply a proper drive force.
Examples of the technique of distributing the drive torque to the front and rear, and left and right wheels include a drive torque distribution mechanism shown in
When hydraulic pressure is applied to a transfer actuator 640, the pressure bonding force of the multi-plate clutch 602 is varied via the piston 601; as the pressure bonding force is increased, the drive torque for the rear wheels is distributed to the front wheels. Accordingly, the pressure bonding force of the multi-plate clutch 602 is controlled by the control unit 700 driving the transfer actuator 640 to distribute the drive torque to the front wheels and rear wheels. Further the drive torque for the front wheels and rear wheels is distributed to the left and right wheels by controlling a front differential 650 and rear differential 660. With this mechanism, the ratio of drive torque between the front and rear, and left and right wheels can be varied to successive values from 0 to 100.
When the difference of the number of rotations between the front wheel and rear wheel is larger than a threshold value (r1), the drive torque ratio is distributed by a predetermined ratio (p1) from a wheel having a large value of the number of rotations to a wheel having a small value thereof (S31).
With respect to a wheel having a large value of the drive torque among the front wheels and rear wheels, a slip of the left wheel or right wheel is sensed from the difference of the absolute value of the number of rotations between the left wheel and right wheel (S41). When the difference of the number of rotations is larger than a predetermined value (r2), the drive torque ratio is distributed by a predetermined ratio (p2) from a wheel having a large value of the number of rotations to a wheel having a small value thereof (S51). S10 to S51 are repeated until the difference of the number of rotations between the front and rear wheels, and the difference of the number of rotations between the left and right wheels become the threshold values (r1, r2) or less, respectively. Accordingly, the drive torque can be distributed according to the respective friction forces produced between the four wheels and road surface, whereby the slip can be eliminated. Also, a more advanced drive control can be performed which prevents a slip from occurring. For example, with the sensing result of acceleration in a direction of the Y axis taken into consideration, when the acceleration in a lateral direction is large during cornering etc., the drive torque for the inner wheel which readily slips is distributed to the outer wheel to enlarge the turn (rotation).
When the drive torque is distributed to the front or rear wheel in S31, or distributed to the left or right wheel in S51, the sub-throttle 416 may be controlled simultaneously. Also, the CPU of the drive control unit 700 may be programmed so that the distribution ratio is varied to a preliminarily stored value; for example, the ratio between the front and rear wheel is varied from 30:70 to 60:40. Also, in a two-wheel-drive vehicle provided with a drive torque distribution mechanism, the drive torque may be distributed between the left and right wheel.
In a typical drive control apparatus of conventional art, a sensing result outputted from the sensor which senses the number of rotations of the tire 300 installed in the vehicle is retrieved to control the sub-throttle actuator 412. However, with the drive control apparatus provided with the above described tire state sensing apparatus, the above described sensor unit 100 is provided, and the sensing results, outputted from the monitor apparatus 200, of each acceleration in the X axis, Y axis and Z axis, and of the number of rotations per unit time and running speed of a wheel for each rotation mechanism section 500 are retrieved to the drive control unit 700 as a digital value, whereby the drive control can be performed based on a larger amount of highly accurate data than conventional art.
Even when the kind and state of tire installed in the vehicle is different, or even when each tire is separately driven and controlled as with a four-wheel-drive vehicle, the drive torque is generated and distributed according to the friction force produced between the tire and road surface, whereby a more advanced control can be performed.
As described above, in the present embodiment, when receiving a radio wave radiated from the monitor apparatus 200 to acquire electric energy, the sensor unit 100 transmits the sensing result, so the above described effect can be achieved even when the detecting section 150 is not provided. Also, with the sensor unit 100 provided with the detecting section 150, the program etc. are set such that, upon receipt of the self identification data from the monitor apparatus 200, the sensing result is transmitted from the sensor unit 100, whereby the sensing result is prevented from being transmitted in response to unwanted noises from the outside.
In the present embodiment, the distortion characteristic data representing the relationship between the acceleration obtained from the monitor apparatus 200 and the amount of distortion of the tire 300 is stored in the drive control unit 700, and the drive control unit 700 estimates the amount of distortion of the tire 300 based on the sensing result of acceleration and the distortion characteristic data. However, the distortion characteristic data may be stored in the monitor apparatus 200. In this case, the amount of distortion of the tire 300 is estimated in the monitor apparatus 200, the estimation result is outputted to the drive control unit 700, and the drive control unit 700 controls the sub-throttle actuator 412 based on the estimation result to drive the sub-throttle 416.
The transfer of digital data between the sensor unit 100 and monitor apparatus 200 may be performed by use of electromagnetic inductive coupling which uses coils, or by use of a brush as used in a motor or the like.
A second embodiment of the present invention will now be described.
Generally, the time constant required in vehicle management varies according to the motion analysis objects, and as shown in
In the first and second embodiments, there is no limit of time accuracy due to the number of concaves and convexes as with a conventional number-of-rotations sensing mechanism for a vehicle; thus the digital data is transmitted and received at a time interval of 10 msec or less by the above described configuration.
However, due to thermal noise, failure of the sensor unit 100 and other reasons, the digital data inconsistent with the previous or next data can be transmitted and received. Therefore, any means for confirming the reliability of the digital data is needed.
The difference between the first and second embodiments is that, in the second embodiment, a first number of rotations is sensed by use of a pickup sensor 2 disposed in each rotation mechanism section 500, and it is confirmed that the sensed first number of rotations is identical to a second number of rotations calculated from the acceleration in a direction of the X axis.
A pickup sensor 2 disposed in the vicinity of a rotor 1 is a conventional number-of-rotations sensing mechanism for a wheel as shown in
In the present embodiment, the pulse signal is transmitted via a cable. However, radio communication may be performed by use of radio wave, or alternatively the pulsed voltage may be sent directly to the monitor apparatus 200A, where it is converted to a pulse signal.
In the present embodiment, the pickup sensor 2 disposed in the vicinity of the rotor 1 is illustrated. The present invention, however, is not limited to this, and the first number of rotations for a wheel may be sensed in each rotation mechanism section 500.
The monitor apparatus 200A has a configuration similar to the monitor apparatus 200 of the first embodiment. The difference from the monitor apparatus 200 of the first embodiment is that the monitor apparatus 200A is provided with: a converting section 260 for converting the second number of rotations per unit time outputted from the arithmetic processing section 240 to a pulse signal; and a determining section 270 for comparing the pulse signal of the first number of rotations transmitted from the pickup sensor 2 with the pulse signal of the second number of rotations.
As shown in
Accordingly, the second number of rotations is converted to a pulse signal having a vibration (=1024×the number of rotations =1/period) corresponding to the number of rotations and representing the vibration by use of pulse, and can be easily compared with the pulse signal of the first number of rotations transmitted from the above described pickup sensor 2.
The above described configuration may be disposed in the central processing section 140 of the sensor unit 100 to perform the conversion to the pulse signal of the second number of rotations and transmit the resultant data included in the above described digital data.
The determining section 270 is constituted of a known CPU and a memory circuit composed of an ROM having stored therein a program for operating the CPU and an RAM etc. required for performing arithmetic processing. The determining section 270 receives the pulse signal of the first number of rotations transmitted from the pickup sensor 2 and the pulse signal of the second number of rotations outputted from the F/V conversion circuit 261, and at the same time determines, based on this pulse signal, whether or not the first number of rotations is identical to the second number of rotations, and outputs the determination result together with the sensing results of each acceleration to the drive control unit 700.
The operation of the system having the above described configuration will now be described with reference to
For the pulse signal of the first number of rotations, 64 pulses are generated per time T3 taken for a wheel to make one turn; thus, one pulse is generated per time T3/64 (t3=T3/64). For the pulse signal of the second number of rotations, 1024 pulses are generated per time T4 taken for a wheel to make one turn; thus, one pulse is generated per time T4/1024 (t4=T4/1024). Accordingly, for the pulse signal of the first number of rotations and the pulse signal of the second number of rotations, a predetermined pulse is generated independently of the number of rotations; the period of the pulse signal increases and decreases according to the change of the number of rotations.
When the first number of rotations is identical to the second number of rotations (T3=T4), 16 pulses of the pulse signal of the second number of rotations are generated per one period of the pulse signal of the first number of rotations (t3=16×t4), as shown in
The determining section 270 measures that the period of the pulse signal of the first number of rotations is t3 per unit time and the period of the pulse signal of the second number of rotations is t3/16, and thereby determines that the first number of rotations is identical to the second number of rotations.
In the present embodiment, the period of the pulse signal generated per unit time is measured to perform the determination. Alternatively, it may be measured that a predetermined number of pulses is generated per unit time, to thereby determine that the first number of rotations is identical to the second number of rotations.
Accordingly, with the above described configuration and operation, the first number of rotations is sensed by use of the pickup sensor 2 disposed in each rotation mechanism section 500, and the monitor apparatus 200A confirms that the first number of rotations thus sensed is identical to the second number of rotations calculated from the acceleration in a direction of the X axis, whereby the reliability of the digital data including the acceleration in a direction of the X axis received from the sensor unit 100 can be secured, and based on the sensing result whose reliability has been secured, the effect similar to the first embodiment can be achieved.
As shown in
Preferably safety functions are added to the drive control unit 700. For example, when it is expected that there is an error in the pulse signal of the second number of rotations, while the brake control is performed based on the sensing result of each acceleration outputted from each monitor apparatus 200A, if the state of there being an error in the digital data continues for a given time period, then preferably the malfunction due to the sensing result of each acceleration is prevented from occurring, or the failure of each sensor unit 100 is notified.
A third embodiment of the present invention will now be described.
The difference between the second and third embodiments is that, in the third embodiment, a first running speed is sensed by use of the pickup sensor 2, and it is confirmed that the sensed running speed is identical to the second running speed calculated from the acceleration in a direction of the Z axis.
In the present embodiment, the length per one rotation of tire is set to 2.2 [m]; one turn per second makes a running speed of about 8 [Km/h]. In this case, as shown in
The monitor apparatus 200B has a configuration similar to the monitor apparatus 200A of the second embodiment. The difference from the monitor apparatus 200A of the second embodiment is that the F/V conversion circuit 261 is not needed in the converting section 260 for converting the second running speed outputted from the arithmetic processing section 240 to a pulse signal.
A voltage corresponding to the acceleration in a direction of the Z axis sensed by the semiconductor acceleration sensor 10, included in the digital data, is transmitted, and the second running speed is calculated from the acceleration in a direction of the Z axis in the control section 240, and at the same time, the voltage of the acceleration in a direction of the Z axis is outputted to the voltage control oscillation circuit 262. In the present embodiment, as shown in
Accordingly, the second running speed is converted to a pulse signal having a vibration (=1024× the number of rotations=1/period) corresponding to the running speed and representing the vibration by use of pulse, and can be easily compared with the pulse signal of the first running speed transmitted from the pickup sensor 2.
By calculating the second running speed from the acceleration in a direction of the Z axis and calculating the second number of rotations per unit time from the second running speed, the present embodiment may have a configuration similar to the second embodiment.
Accordingly, with the above described configuration, the first running speed is sensed by use of the pickup sensor 2 disposed in each rotation mechanism section 500, and the monitor apparatus 200B confirms that the first running speed thus sensed is identical to the second running speed calculated from the acceleration in a direction of the Z axis, whereby the reliability of the digital data including the acceleration in a direction of the Z axis received from the sensor unit 100 can be secured, and based on the sensing result whose reliability has been secured, the effect similar to the first embodiment can be achieved.
A system constituted by combining the configurations of each the above described embodiments, or by replacing part of the constituent components is also possible.
In each the above described embodiments, both the first and second frequencies are set to 2.45 GHz. The present invention is not limited to this; as described above, in the case of a frequency of 1 GHz or more is employed, the effects of reflection, blocking, etc. of a radio wave by a metal within the tire can be significantly reduced, so that the sensing data by the sensor unit 100 can be obtained with high accuracy, and the first and second frequencies may be different. Preferably the first and second frequencies are set properly during design.
In each the above described embodiments, the traction control system for a four-wheel vehicle was taken as an example to describe the present invention. However, it will easily be appreciated that, with any vehicle other than a four-wheel vehicle, such as a two-wheel vehicle or a vehicle having 6 or more wheels, a similar effect can be achieved.
The configuration of the present invention is not limited to the above described embodiments, and many modifications to the embodiments are possible without departing from the gist of the invention.
Accelerations in three directions orthogonal to each other can be sensed with high accuracy by use of a sensor unit disposed in a predetermined position of each rotation mechanism section of the vehicle, and a drive actuator is controlled based on the sensed accelerations. Accordingly, a proper control is possible during running of the vehicle, and the system according to the present invention can be used to control the drive of the vehicle.
The sensor unit is disposed in a predetermined position of each rotation mechanism section of the vehicle body, whereby accelerations in the vertical, longitudinal and lateral directions generated in each wheel can be sensed. Accordingly, the sensor unit according to the present invention can be applied to a vehicle, such as a four-wheel-drive vehicle, in which a separate drive control is performed for each tire, or to a case in which the drive torque is generated and distributed according to the friction force produced between the tire and road surface.
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/JP05/04356 | 3/11/2005 | WO | 00 | 9/14/2006 |
